I believe the maximum speed quoted is VNE, or never exceed speed, not max cruise. It cruises at 160kts which is slower than the Corvalis TTX.

The fuselage is clearly from the Velocity kit plane, shown here: http://www.velocityaircraft.com/the-airplanes.html.
Not a bad choice. I like canard, pusher aircraft.

I want one, now off to figure out how to finance a transportation device that costs 4 times the value of my home

Seems silly in an aircraft where weight is at a premium to have a 1.5l reserve gasoline engine (which would weigh around 250kg) and 105l fuel tank adding a further 80kg or so, for a total weight burden of around 330kg. Thats more than 2/3 the weight of the electric bateries, wouldnt it be better to just add 330kg more batteries?
Has one of these actually been observed in flight yet? I will believe the hype once I see the verified specs in a respected aviation journal.

Looks like the passengers--and the pilot to a lesser degree--can hardly do any sightseeing as the wings and canards obstruct most of the view of the ground.

Talk about bass ackwards!! The engine should be small at whatever needed for level flight at the needed speed and no larger. The EV part should just be used to climb out on take-off to altitude then let the ICE do what it's most eff at, cont max power.
Drop the battery count by 50% or more and 100hp ICe should do at 100 lbs clutched to the e motor/prop. Then near the end of the flight turn off the motor and use most of the charge left then recharge it on decent by windmilling the prop would give one the lower fuel costs and safety.
Plus one doesn't waste the fuel needed to prevent the engine from freezing on desent and the damage that does to aircraft engines now.

So does it have 300kW or 220kW? Ha. With a 130kW "generator", this plane effectively has about 115kW with losses. You will likely expend most of your "surplus" battery power on takeoff and then be limited to the lower power level. I may be completely wrong, but I doubt that this plane with 4 persons onboard will be able to fly safely with only 115kW.

Considering that the hybrid concept was intended to be better match the powerplant to average required output while allowing for peak output much higher for short bursts as in stop-and-go traffic, I'm at a loss as to why the hybrid concept is finding its way into both the marine and aviation arenas. Also, no other powerplant can match the energy density of an ICE with fuel supply. Seems like a step backwards EXCEPT for the in the TBO rating.

Just another crash and burn project. There is simply not enough demand for an expensive airplane. There are plenty out there.

We have a high efficiency, multifuel, inexpensive, light, scalable, extremely long duty cycle turbine. Whether its used to hybridize an Electric vehicle, plane, boat, or have a direct transmission is irrelevant. Can be mass manufactured in country without outsourcing at a fractional price of competing reciprocals or turbines. We are considering applications, teaming partner, ... Sannerwind@gmail.com